corner weights for dirt oval racing

Shock Position I guess I should work on losing weight personally (i am 220~). You can drop the front end slightly or raise the rear end for more aggressive turn-in. The total spring perch You can change ride heights later on, but remember that your front moment center geometry will change and your rear geometry will also change, including link angles and pinion and third link angles, as well as rear alignment in some cases. To keep things clear I call this added weight Wedge Delta . In any case, only make one spring change at a time and re-establish the ride height at that corner, then change the other spring(s). as Left Rear Bite + Right Front Bite. Get it right and your car launches down the corner, hits that hard hairpin just right and holds the corner at full throttle. anti-roll bar with the end-link adjusted so it's easy to insert the Right Front weight: Left Rear weight: 14. them for the corner balance. The fact about this concept is when you put a softer right rear bar in, the car rolls more to the right rear but it is actually transferring less weight. The distance from the ground to an inner suspension arm pivot point will also accomplish the above goal. But if you corner and the inside wheel slows to 150rpm, the outside wheel will spin at 250rpm. This obviously means that decreasing cross weight or left side weight It's critical that you set ride height in the same place each and every time you do it. All 4 scales must be within 1/8 of an inch. And don't ever believe the track scales. Put the car on ride height blocks without the shocks in the car and then measure the shock length from center of bolt to center of bolt. A trucking company scale meant to weigh 80,000lbs may not be accurate enough for a 3000lb car. two years. Less tread on hard slick is good. then set corner weights and cross weight. TVW CWP FWP or, 2,800 0.52 0.51 = 685B. stiff springs on your coil overs. I commented on this to the youtubevideo on TIG welding, where they put their C5 Vette on scales and had a contest to guess the weight correctly, so I apologize for the duplicate posts. The intent of the track scales is to determine a car's total weight to meet minimum weight rules and left side percent (or right side weight) to meet a side weight rule. this excellent article: the front ramps then jack up the rear and lower it onto the rear scales. difference that made. turns. Thanks. 6. This article explains everything pretty clearly and I feel like I could tackle the job myself now! Since this article still gets a bunch of traffic, just bumping it up. You should also complete this process with approximately the amount of gas with which you will be racing. Look at the car as a chair with a short leg, if you want it to turn equally well left and right aim for 50/50 diagonal. The design has the engine and transmission scooched over to the drivers side so the drivers side weighs more empty. At the time Honda was still favoring their home market I reckon. Timely refresher that leaves me with a question Ive had for the last couple years that I have not found an answer to in hours of searching. right swapped). That is why a stiffer right rear spring makes the car looser. Adjustable end links are more and Left Rear. (TVW LSP) - LF = 769D. You need a nice, flat and level surface for the scales. For that level of caring, I wouldn't think too much about it. the scales and zero them with no weight on them. That makes every little detail that much more important. Other things to take into consideration are track conditions and weather changes. Check static weight before working on cross-weight. Doing the multiplication to square that number, we get 1.1056. Measuring from the center of the tires I got another. Using dead struts and lots of bearings will help. If you want more turn in one direction put extra weight into the inside rear or outside front. I overshot by a little so I raised the left rear spring perch by 1/2 A 50% Cross Weight will yield a balanced handling car, one I borrowed some scales to weigh my Terceltomorrow. supposed to. The nose weight is simple to remember the tricky ones are - cross and left side adjustments. That is equal to 7/8 turn of the adjuster. So, deviating from those numbers will mean you have a design other than what was intended for the car. Maybe I'm over-thinking this, but I was amazed when I got my new scales, and let my car down on them for the first time. LR 175, RR 350 - 350 175 = 2.00 multiplier for the rear. racers add "wedge" by adjusting the right rear spring perch--they 8 Read the ride heights as they exist. height and corner balance new springs. If you have 50/50 weight distribution to begin with the note that crossweighting will do the exact same thing. At least for road racing. Check your tire pressure and bump it up to the hot pressure rear and tried again but I still needed more weight off the right front and left To find LF weight: My shocks are double adjustable, as many will be when at this level of prep. the scales. You can use rubber tires on very specific tracks and seasons. To make sure your spring changes don't upset your ride heights or crossweight percent, you need to mark your wheel spacing to the fenders. work but in the end it's worth it. The first is to use traditional lift-off oversteer. A jumbo ziploc bag prevents lube from escaping when not in use. When I drive down a strait road the I can clearly feel that the drivers side is heavier over bumps expansion joints and dips and the like. Useful fabrication tips for just about any project, A crash course in 3D printing | Making Stuff: Part 2, How to make the move to an aftermarket ECU, 10 Must-Have Tools for a Scratch-Built Car, Fitting tires and wheels when an off-the-shelf option isnt listed. the scales and zero them with no weight on them. But this is almost never the case. Corner Weighting In contrast, the corners on most ovals are super speedways are of a similar radius, and run within a very narrow range - closer to three-to-five miles an hour in difference. I put the car on grease tiles so the tires move freely on the scales and then I bounce each end a couple times. 3. tire pressure RF 43 LF 35 RR 40 LR 35 psi. One of the most important aspects of racing is having a good handling balance. over oval racing world and is simply another word for Cross Weight. left to right (measured with a digital caliper) and my ride height was pretty can help us get our setup right with less testing. Hot Rod. I created a Microsoft Excel spreadsheet do the following it would help the car turn left and accelerate better. Speaking of springs, it's a good idea I see disconnecting the sway bar, and how to do it, but disconnect the shocks? A perfectly corner balanced car will handle the same when turning left and right, and will maximize the tire contact area on all four corners. Since I went to 800 front and 700lb rear springs over the winter I I had to do this with my truck. over). We used to run about 1/8 of toe-in at the local tracks, and this helps the kart to cut through a corner easier in the center, where the steering is the greatest. Since each side at each end will usually have different rate springs, the amount we change the spring height adjusters will differ side to side. - can make your car dive like a dump truck or a block of wood on ice. Once you get the car up on the scales you'll I can see binding throwing off each corners weight but the sum should be the same. It was a good car. Many electronic scales will perform the calculations for you. I run generally 34F/30R for the street and usually (again depending on the day) drop the fronts to around 30~ and the rears to 26 or 28. Funny. Disconnect the shocks, when possible, and the anti-roll bars. turn to the RF simply to raise the ride height of the front of the car. If you get the car neutral in left turns, it oversteers in right turns. Ask your chassis builder or establish what you want and decide that these will be what you run from now on. You should read the spring preload amount. I recommend you start with your car at your desired ride It's stuff closer to 60/40 or 40/60 where you need to stray from crossweighting. Wedge Delta and what values work best for certain tracks and conditions Then if it's for a particular road course, you will find several seconds optimizing for select turns and throwing any of the above methods out the window A friend's Chump Car found 2 sec at VIR making it turn right better than left. Get the rear percentage as close to the manufacturer's specs as possible. We use our multiplier to move each adjuster so that the preload changes are equal and the ride height will remain close to the same. Any press releases or advertising will be deleted. I was surprised to find, contrary to my experience, that the Vette came is very close to itsexpected weight as soon as it was let down on the scales, without having to take bind out of the suspension. Take the total weight of the car in the configuration you decide on, with driver or without, and to find the corners, do the following: TVW = Total Vehicle Weight = 2,800, LSP = left side. suspension). You can also use this online calculator to compute your corner I Oval For our example we have LF 3.625, RF 4.75, LR 4.625, RR 5.75. Delta which is simply the difference between the two diagonal tire weights. are favoring the left rear tire for better acceleration out of left I didn't hunt for that missing 1 %. My car is a 1987 Honda CRX, set up according toITC class rules. Those will tend to reduce friction and bind at the expense of NVH and added wear. LF and RR (extend coil over), remove preload to RF and LR (shorten the coil In April 2013 I corner balanced the S for the first time in Right Front tires. Left front weight + right rear weight = right front weight + left rear weight. This is for a race prepped 1984 Audi 4000 quattro(2375lbs. I always thought it was the other way, shock travel was increased in order to have more movement for better control over the suspension? Typically, this adjustment will make the car tighter on corner entry or in the center, and a little looser on exit. On the one hand, I'd love to have my Supra corner weighted, just to see where it's at, see if there's room for improvement. unbalanced--it will turn better in one direction than in the other (all other be appropriate such as making small adjustments to all 4 wheels--add preload to want balanced turning in both directions. Knowing those numbers will allow you to set and/or check your ride heights if the driver isn't around by adding the difference to the intended ride heights. LR coil overs 2 1/2 turns. Find a fairly level spot and mark on the ground with duct tape or marker where the tires sit on the ground. what he means is he's adding weight to the left rear and right front then leave them connected. 7. The car literally registered several hundred pounds less that what the weight finally settled at after I jumped up and down on the door sills for several minutes. You can see that the leverage ratio in the crank link reduces coilover(and thus shock) travel, and weights and percentages and generates target wheel weights to achieve a 50% That seem like a lot. Bite should be positive for oval racing, Wedge = Some engines are used in two different classes with the only change being exhaust system. I lowered the right front spring perch 1 full turn (equates to The "Corner Weight" (virtual scales) now determines the ride height and/or corner weigh . Can do to just left sidesor right sides, or to all 4. tires. you weigh and adjust. Remember that there are several ways you can maintain ride heights at the track, with loaded spring length measurements, chassis to lower control arm or chassis to rear axle tube measurement are some of those. If you're setting up a FWD race car, and you can see this in historical VW Golf or original Minis, they often lift and inside rear-wheel. Take your shock, compute the spring preload, and compress the shock/spring combo to the installed spring height in your spring rate fixture. 9. Just follow the steps and you can set the pre-load in the fixture to where it will be very close in the car. Lowering the cross weight does the opposite of raising the cross weight. turn and ended up with a perfect 50.0% cross weight. To favor right turns, put more weight on the February 2017 -Suspension design process. Wedge is a term used in the Astrut with its innards removed? I dropped my integra off at edge to have this done today. Bounce the car at each corner to free the suspension from any bind, then roll the car onto the scales. The front will show close to 60%. Oval racers favor left turns so they typically desire more weight Wheel Load-We have already determined the wheel load we desire in No. % Wedge Delta will be 0 at 50% Wedge. see on the right side of the spreadsheet's "Target Corner Weights" section that 5. scales are connected properly--you can really screw up your suspension settings Forum Actions: Forum Statistics: Threads: 167; Posts: 1,367; Last Post: . racers add "wedge" by adjusting the right rear spring perch--they Make sure under all conditions that you will have at least minimum ride heights. - Use blocks the same height as your scale pads to move the car off the scales to make adjustments. % Softer Right Front and Right Rear Springs 10 lbs at a time Car Loose at Corner Exit Reduce stagger rear tires Raise the Front ride Height Move the Right rear tire in. When you lower the panhard bar the rear roll center drops. Thanks for posting this. Also double check that the to get the desired corner weights your ride height will change. camber angle of the wheels (-3.5 front, -3 rear). Here's the ending corner weights with no driver and 9/10 fuel: Grassroots Motorsports Understanding Corner Weights. To maintain the ride heights, we also must reduce weight or preload at the LF and RR springs. Check stagger at each tire, even if using radials. The crossweight percent will have changed to, say 55.4 percent. very close to ideal. looking forward to getting it back! So we turn the RF adjuster up (to lower that corner) 2.5 turns and the LF down (to raise that corner) 2.5 turns. racers discovered they could insert an actual wedge into the left rear Here are some setup tips that will help you really get the most of of your Slash: > Keep it clean. This spreadsheet will also give you an estimated center of gravity height if I still rolled the car back and forth a Exhaust/Headers, Limited Slip Differentials and Fuel Injectors, Engine Dyno Tuning, Racing Wheels and Air Dam/Splitters, The Costs of Racing Personal Safety Equipment & the Racecar, Brake Pads, Fluid Routine Maintenance Timeline, Dealing with Cosmetic Bodywork: Painting the Racecar Interior. If you increase the amount of cross weight or left side, you will decrease the amount of bite in the kart. After these items are completed, it is necessary to corner weight the car. In the example at the beginning of the article, this was the problem: a cross-weight percentage that was less than 50 percent, and probably off by at least two percent. renting/borrowing/buying some scales and corner balancing your car. They are never level. They're made by Proform, and are quite a bit less expensive than the ones made by Intercomp, but they got good reviews. on my garage floor for future reference. I use this technique and it 10. I will say that if I'm starting on a fresh setup, or the car has been lowered, or I find myself making massive spring perch changes, then I will loosen all of the suspension bolts so that the bushings can relax and find their new happy place. If it slows to 100rpm, the outside wheel will spin at 300rpm. Maybe there's some sort of bind in the scales. rear. suspension). Left Front and Right Rear but you'll have to test to find out what works best. on the right front and left rear tires. Dirt Late Models. This will pitch the vehicle's. 6 Check your ride heights and make small adjustments for ride height and crossweight percentage if need be to finalize your setup. Right Rear weight: < Enter your corner weights in pounds or kilos and click 'Calculate'. (Right Front + Left Rear) / (Left Front + Right Rear), When balanced the Cross Weight % will = 50%. Oval racers favor left turns so they typically desire more weight on the right front and left rear tires. Now that we understand the value in maintaining ride heights, just what heights do we want? For asphalt, on the flatter tracks, corner entry is enhanced when running a softer right front spring. 3 To make changes to establish the crossweight percent, we scale the car and record the crossweight percent. Do this at every wheel. Once static weight percentages are set, work on cross-weight percentages. The only way to change static weight is to physically move weight or ballast in the car. You need a nice, flat and level surface for the scales. "Springs and chassis components can be adjusted to push down on one rear wheel," Bickel said. The effect of shock rod seal frictionat the wheel will be reduced by the crank leverage ratio. 2. that turns equally well in both directions. turns. rod movement from the wheel to the coilovermovement. May 2017 -Dirt late model pinning RF & heavy axle tube. difficult to position all 4 scales so you can just drive up on all of them at Wedge Delta can also be thought of Road racers can take a page out of the oval racing book and Cross weight and left side work backwards in terms of adjustment. Prepare the car. Even 1/8 inch difference will make a difference, especially if you have adjustment so I have a history of each adjustment. It is best to make small changes at each corner, instead of a big change at one corner. scales are connected properly--you can really screw up your suspension settings 1 of the section on "Adjusting The Corner Weights," and that is 685. racers only turn left we can balance the car for better grip in left I put the car on the scales and input the four corner Why? Corner Weight: (1/2 the front or rear weight) Use an accurate racecar scale that will weigh each corner of your car. There are many ways to corner balance a car. We will deal with preload on the bar later on. This is but one method and I encourage everyone to ask around and find a method that works for your type of car, this one may not be the most efficient. % 50% is optimal, Wedge = Then measure from the lower wheel rim edge up to a spot on the fender on a piece of masking tape. The LF needs to go up 0.3125 and the RF needs to go down the same amount. Your car may be designed to run different ride heights than these. 2 When you make a spring change, bring that corner back to the measured distance from the wheel rim to the fender mark by adjusting the spring height. That is why it gets tighter. What you're saying makes sense, but I can't explain why it took so long for my car to settle into its final weight reading. Then the car will move more easily from one setting to another. For now, we don't want the bar to influence the ride height or the weights we set later on. I highly recommend using a laser level to confirm the 4 scales are level to one Or it could also be possible that the signal is smoothed in the programming. The ride heights are critical to the geometry settings on the car and the static weights help determine where our loads end up on the track in the turns. about 1/8" of wheel movement) to reduce the weight on the right front and left (i.e., if we move the RF adjuster two rounds, then we will move the LF adjuster 2.5 rounds.) the same time. Typical racing scales will calculate this for you automatically, but you can rig up something that will work using a single scale and 3 equal sized spacers to get a good estimate.

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